Internal combustion engine



Nov. 14, 1939. v A. F. BRECHT 2,179.709

INTERNAL COMBUSTION ENGINE Original Filed Sept. 12, 1938 3 Sheets-Sheet 1 MIMI Smacntor Nov. 14, 1939. A. F.. BRECHT 2,179,709

I I INTERNAL COMBUSTION ENGINE Original Filed Sept. 12, 1938 s Sheets-Sh eet 2 3nnentor i Egan? ffizzazi BB W W (IHQQIQQS Nov, 14, 1939. B'RECHT 2,179,709

' INTERNAL COMBUSTION ENGINE Original Filed Sept. 12, 1938 3 Sheets-Sheet 3 Gttomegs sides of the respective en Patented Nov. 14, 1939 PATEN T OFFICE INTERNAL COMBUSTION ENGINE August F. Brecht, Detroit, Micln, assignor to General Motors Corporation, Detroit, Mich, a

, corporation of Delaware Application September 12,

Renewed February 8, 1939 8 Claims.

This invention relates to internal combustion engines and the design and construction of the parts thereof, so that the same elements may be assembled in various different relationships to eachother, to provide an engine particularly adapted to the circumstances for which it may berequired. r

In some instances it is desirable that various of the necessary appurtenances should be on one side of the engine andJ-in other-instances that they should be on" the other side of the engine.

In some cases, as for example when the en-- glnes'are employed as left 'and right hand engines for drivingtwinscrewsin boats, is neces sary to have the said appurtenances oil-opposite gines; wlththe crankshaftsturning in opposite, dlrectibns.

l The object of thefinvention'is to provide an engine in which as many of'theparts as possible may be interchangeably associated in different relationships to each other to provide a diversity of combinations suited to a variety of conditions.

The above and other objects of the invention will be apparent as the description proceeds.

According to the invention the ends of the cylinder block transverse to the crankshaft are identified as seen from, those ends, and are provide with fitting faces for various elements interclgmgeably securable to either end; the cylinder ead is geometrically similar end for end with the same spacing and arrangement of bolt holes as seen from either end.

The cylinder block, the cylinder head, and the crankshaft constitute main separable elements each 'having a number of appurtenances in fixed relationship thereto, including a blower at one side of the cylinder block, waterand exhaust pipes at one side of the cylinder head, and a fly-wheel and gearwheel at oneend'of the crank shaft. 'Eachof the main separable elements is turnable end for'end through in. relation to one or both of the other main separableelements, to provide four different combinations of' parts in which the appurtenances in fixed relationship to the main separable elements may be on either desired side of the. engine. The engines of the aforesaid four different arrangements, may be arranged for rotation of the crankshaft in either a clockwise or an anticlockwise direction, as will later be described. l The invention is equally applicable to multicylinder engines having either'an odd or an even number of cylinders. y The drawings show the application of the invention to a three-cylinder two-cycle Diesel en- 1938, Serial-No. 229,434

glne, having piston controlled inlet ports andex-.

haust valves in the cylinder head: 7

In the drawings:

Fig, 1 is an elevati and in section.

Fig. 2 is a diagrammatic elevational view of some of the parts in associated but disassembled relationship.

Figs. 3 and 4 are views of opposite ends of the 10 on with parts broken away 5 engine.

line 5-5 of of the respective cylinders, and opening from 20 an air box 4 surrounding the cylinders.

The overhead exhaust valves, of which there are two per cylinder, are mounted in the cylinder head 5 and operated from a camshaft by push rods such as 6 and l and rocker levers.

Fuel is injected into the combustion chamber of each cylinder by a combined fuel pump injector such as 9, mounted in the cylinder head. axially of each cylinder, and between the two .exhaust valves, and operated in a manner similar 30 to the exhaust valves, by a push rod such as H).

The crankshaft l l is mounted in bearings such as l2 in the lower part of the cylinder block, and carries a gear wheel l5 and flywheel l6 at one end.

Mounted in suitable bearings in the upper end of the cylinder block, are a pair of balancing shafts. Zlland 2| to balance a rocking coupledue to'the primary inertia forces of the recipro- 'c'atlng parts and which tends to rock the engine 40 the vertical forces thereof are additive, tobalance the primary inertia forces of the reciprocating parts, in. well knownmanner.

The balancing shafts 20 and 2| are identical except that the shaft 20 combines the function of a camshaft with that of a balancing shaft, and is provided with cams such as 21 and 28 to actuate the push rods such as 6, I and ill, for the exhaust valves and the fuel pump injectors respectively.

The push rods such as 5, I and III, are provided with tubular guides such as 30, slidinginsuitable bores along one side of the cylinder head 5. An exhaust manifold 32 and water pipes 33 are provided along the other side of the cylinder head.

A cover 34 encloses those, parts of the valve gear projecting above and outside the cylinder head 5, and an oil pan 35 is secured to the bottom of the cylinder block,

Mounted on one side of the cylinder block I, is a blower 36, for delivering air under pressure to the air box 4. The opposite side of the cylinder block is provided with inspection covers 38. The blower is driven by a pinion 3'! from either the gear wheel 24 or the gear wheel 25 of the gear train; in the arrangement of Figs. 1 to 5 it is driven from the gear wheel 25 of the gear train.

According to the invention, the cylinder head 5 is turnable through 180 in relation to the cylinder block I, to bring the exhaust manifold on the same side, or the oppositeside of the engine as the blower 36, and the cylinder block is turnable through 180 in relation to the crankshaft H with its flywheel Hi, to bring the blower ends of the engine cylinder block I.

on the right or the left hand side of the engine as seen from the flywheel end of the engine.

Since the valve push rods are moved from one side of the engine to the other as the cylinder head 5 is turned through 180", it is'necessary to transfer the camshaft from one side of the engine to the other. The balancing shafts 20 and 2| are provided with identical bearings and are interchangeable one for the other, the camshaft balancing shaft 20 being alsoturnable end for end. As a. result of this interchangeability it is possible to transfer the same camshaft from one side of the engine to the other, but it must be turned end for end whenever the transfer is made, in order to preserve the same valve operating characteristics of the non-symmetrical cams, with an opposite direction of rotation of the camshaft as seen from the same end of the engine.

End'plates 40 and 4| are provided for opposite They are not identical, but" may be interchangeably secured to either end of. the cylinder block, accord,- ingly as the crankshaft is disposed with its flywheel and gear train at one end of the engine or the other.

The gears I5, 25, 24, 25 and 31, are always at the flywheel end of the engine external of the end-plate 4i, and are enclosed by a cover 42 which also shrouds the flywheel I6. Independent covers 43 and 44 for the gears 24 and 25 are bolt-' ed to the cover 42.

The balancing masses on the shafts 20 and 2| consist of weights such as 45, suitably secured to the shafts at that end of the engine opposite to the flywheel, and equivalent weights, phased respectively on each shaft at 180 from the weights such as 45,; are embodied in the'gear wheels 24 and 25. The masses 45 areeigterior of the end plate 40 and are enclosed by a cover 48.

The water pump 50, the fuel transfer pump 5| I and the governor 52, are all driven from the blower and are mounted at either end of the blower,

accordingly as the blower is on one sideor the other of the engine; the oil cooler 53 and the oil filter 54 are mounted on the cylinder block at that end of the blower to which the water pump is connected. A starting motor 58 is mounted on the cover 42 of the flywheel and gear train.

Referring now to the various arrangements shown diagrammatically in Figs. 6 to 13, (Fig. 9

of the arrangements, later to be described. The

camshaft turns in an opposite direction in one position as compared with the other, but being turned end for end, it turns in the same direction as far as its valve operating characteristics are concerned, the only difference being that what was the last cylinder becomes the first, and vice versa.

Thus, in an engine having an even number of cylinders 1, 2, 3, 4, for example, with a. crank' arrangement for a firing order of 1, 3, 4, 2, when the camshaft is turned end for end and reversed, it actuates the valves of cylinders in the sequence 4, 2, 1, 3, which is actually the same cyclic sequence as l, 3, 4, 2, leaving the firing order and the direction of rotation of the crankshaftunchanged.

On the other hand, in an engine having an odd number of cylinders 1, 2, 3, for example. with a crank arrangement for a firing order of 1, 2, 3. when the camshaft is turned end for end and reversed, it actuates the valves of cylinders in the sequence 3, 2, 1, which is not the same cyclic sequence as 1, 2, 3, or 3, 1, 2, but a reversed firing order, suitable only for a reverse direction of rotation of the crankshaft.

Figs. 6 to 9 show the various different combination positions of the blower, the exhaust and the camshaft of an engine with anti-clockwise rotation of the crankshaft.

Figs. 10 to 13 are respectively, engines with the same blower, exhaust and camshaft positions as those of Figs. 6 to 9, but arranged for a reverse or clockwise rotation of the crankshaft.

.In Figs. 6 .to 9, the idler gear 26 transmits the drive from gear l5 to gear 24 of the train, while in the engines of Figs. 10 to 13 for a reverse rotation of the crankshaft, the idler gear 28 is transferred to a position in which it transmits the drive from gear I5 to gear 25 of the train.

In the case of'an engine having an even number of cylinders, the camshaft of Figs. 6 and 9, or Figs. 10 and 13, turned end for end, can be used at the other side of the engine as shown in Figs. '7 and 8 or Figs. 11 and 12, respectively; but an entirely different camshaft from that of Figs. 6 to 9, is required for the reverse rotation of the crankshaft of Figs. 10 to 13.

In the case of an engine having an oddnumber of cylinders, the camshaft of Figs. 6 and 9 or the .camshaft of Figs. 7 and 8. turned end for end,

main separable elements a. cylinder block, a cylinder head, and a crankshaft, and a number of elements in fixed relationship to said separable elements respectively at one side of said cylinder block, at one side of said cylinder head, and at one end of the crankshaft; the ends of said cylinder block transverse to the crankshaft being provided with identical fitting faces for various elements interchangeably securable to either end; said cylinder head being geometrically similar end for end; whereby each of said main separable elements is turnable end for end through 180 in relation to one or both of the other main separable elements to provide an engine in which the elements in fixed relationship to said separable elements may be on either desired side of the engine.

2. An internal combustion engine according to claim 1, having an even number of cylinders in line, in which a pair of balancing shafts, parallel with the crankshaft and symmetrically disposed on opposite sides of a plane containing the axes of the cylinders, are driven in opposite directions through gearing from a gear wheel in fixed relationship to one end of the crankshaft; the cylinder head being provided with valves and operating means therefor d sposed in fixed relationship to one side of said cylinder head, and one of said balancing shafts being provided with cams for actuating the valve operating means; said balancing shaft with cams being turned end for end and exchanged for the other balancing shaft whenever the cylinder head is turned end for end in relation to the cylinder block.

3. An internal combustion engine according to claim1, having an odd number of cylinders in line, in which a pair of balancing shafts parallel with the crankshaft and symmetrically disposed on opposite sides of a plane containing the axes of the cylinders run in fixed but opposite directions and are driven from a gear wheel in fixed relationship to one end of the crankshaft through an idler gear transferable from a position in which it transmits the drive from the crankshaft to one of the balancing shafts to a position in which it transmits the drive to the other of the balancing shafts: the cylinder head being provided with valves and operating means therefor disposed in fixed relationship to one side of said cylinder head, and one of said balancing shafts being provided with cams for actuating the valve operating means; whereby the engine may be arranged for rotation of the crankshaft in a reverse direction by turning the cylinder head end for end in relation to the cylinder block, turning said balancing shaft with cams end for end and exchanging it for the other balancing shaft and transferring the idler gear in the manner set forth.

4. The combination according to claim 1 in which there is a blower in fixed relationship to the cylinder block, water and exhaust pipes in fixed relationship to the cylinder head, and a flywheel and gear wheel in fixed relationshp to the crankshaft.

5. An internal combustion engine having an even number of cylinders in line, and a crankshaft, including as main separable elements, a cylinder block and a cylinder head, there being in the cylinder block a pair of balancing shafts parallel with the crankshaft and symmetrically disposed on opposite sides of a plane containing the axes of the cylinders, said balancing shafts being driven in opposite directions through earing from the crankshaft; the cylinder head being provided with valves and operating means therefor disposed in fixed relationship to one side of said cylinder head, and one of said balancing shafts being provided with cams for actuating the valve operating means; said cylinder head being geometrically similar end for end, whereby it is turnable end for end in relation to the cylinder block, to provide an engine in which the valves and operating means therefor, and other elements in fixed relationship to said cylinder head, may be on either desired side of the engine; said balancing shaft with cams being turned end for end and exchanged for the other balancing shaft whenever the cylinder head is turned end for end in relation to the cylinder block.

6. An internal combustion engine having an even number of cylinders in line, including as main separable elements, a cylinder block and a crankshaft, and a number of elements in fixed relationship to said main separable elements respectively at one side of said cylinder block and at one end of the crankshaft; the ends of said cylinder block transverse to the crankshaft being provided with identical fitting faces for various elements interchangeably securable to either end; there being a pair of balancing shafts parallel with the crankshaft and symmetrically disposed on opposite sides of a plane containing the axes of the cylinders, said balancing shafts running in fixed but opposite directions and being driven from a gear wheel in fixed relationship to one end of the crankshaft through an idler gear transmitting the drive from the crankshaft to one of the balancing shafts; whereby said cylinder block is turnable end for end in relation to the crankshaft, to provide an engine in which the elements in' fixed relationship to the cylinder block, may be on either desired side of the engine; said idler gear transmitting the drive from the crankshaft to the other of the balancing shafts whenever the cylinder block is turned end for end in relation to the crankshaft.

7. An internal combustion engine having an odd number of cylinders in line, and a crankshaft. including as main separable elements a cylinder block and a cylinder head; there being in the cylinder block a pair of balancing shafts parallel with the crankshaft and symmetrically disposed on opposite sides of a plane containing the axes of the cylinders, said balancing shafts running in fixed but opposite directions and being driven from a gear wheel in fixed relationship to one end of thecrankshaft through anidler gear transferable from a position in which it transmits the drive from the crankshaft to one of the balancing shafts, to a position in which it transmits the drive to the other of the balancing shafts; the cylinder head being provided with valves and operating means therefor disposed in fixed relationship to one side of said cylinder head, and one of said balancing shafts being provided with cams for actuating the valve operating means; whereby the engine may be arranged for rotation of the crank shaft in a reverse direction by tuming the cylinder head end for end in relation to the cylinder block, turning said balancing shaft with cams end for end and exchanging it for the other balancing shaft, and transfering the idler gear in the manner set forth.

8. An internal combustion engine having an odd number of cylinders in line; including as main separable elements a cylinder block and a crankshaft; the ends of said cylinder block transverse to the crankshaft being provided with identical fitting faces for various elements interchangeably securable to either end, there being apair of balancing shafts parallel with the crankshaft and symmetrically disposed-on opposite sides .of a plane containing the axes of the cylinders, said balancing shafts running in fixed but opposite directions and being driven from a gear wheel in fixed relationship to one end of the crankshaft through an idler gear transferable from a position in which it transmits the drive from the crankshaft to one ot the; balancing shaitaitoa position in which it transmits the drive to the other of thebalancing shafts:;whereby the'engin'e may be arranged for=rotation of the crankshaft in arevetse direction by turning-said cylin'derblock end for end in relation 'tO-the crankshaft, and transferring the idler geaza-in the manner set forth.- 7

AUGUST 1 BRECILITT l.

CERTIFICATE OF CORRECTION Patent No'. 2,179,709. v November 11;, 1939.

AUGUST F. BRECHT. I It is hereby'certified that error appears in the printed'specification of the above numbered patent requiring correction es follows: Page 1, first column, line 27, for "identified" read identical; andthet the said Letters Patent should be read with this correction therein that the'same ma y conform to the record of the case in the Patent Office.

Sigied and sealed this 50th day of January, A, D 19L LO.

Henry Van Arsdale, Acting Commissioner of Patents, 

